Modern Vespa : Question for Carb Guru's

UTC

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1963 Vespa VBB, 1965 Allstate Cruisaire, 1974 Vespa Super, 1980 Vespa P200, 2003 Stella 2T, 2008 Steall 2T, 2022 Royal Alloy 150 GT

Joined: UTC
Posts: 383
Location: Kansas City

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1963 Vespa VBB, 1965 Allstate Cruisaire, 1974 Vespa Super, 1980 Vespa P200, 2003 Stella 2T, 2008 Steall 2T, 2022 Royal Alloy 150 GT

Joined: UTC
Posts: 383
Location: Kansas City

UTC quote

My new 24/24 E has the following Jets:

50-120 and main 190 BE4 116

According to my data the P200e came with (outside of the us 20/20 stuff):

55-160 and main 120 BE3 125

I have heard that you can make equivalent stacks with different air/mix/fuel jets sets. Are these two equivalent?

Getting ready to fire this baby. Stock 200 with stock pipe. I have both stacks and some more. Which do I go with to start and is there another stack I should be looking at?

whodatschrome UTC details parallelogramerist Joined: UTC Posts: 6154
whodatschrome parallelogramerist Joined: UTC Posts: 6154	UTC quote 24/24 with a very slightly "flowed" stock 200 with a sito+ has about a 125 main jet. All stock 200 with stock muffler is going to be- -55/160 -BE3 -120AC -118 main

Jack221 UTC details Jet Eye Master PX221 MHR heavily tuned, PX200 O tuned, PX181 M1XL tuned, PX166 tuned a quite bit and some motorbikes Joined: UTC Posts: 5301 Location: London UK
Jack221 Jet Eye Master PX221 MHR heavily tuned, PX200 O tuned, PX181 M1XL tuned, PX166 tuned a quite bit and some motorbikes Joined: UTC Posts: 5301 Location: London UK	UTC quote whodatschrome wrote: 24/24 with a very slightly "flowed" stock 200 with a sito+ has about a 125 main jet. All stock 200 with stock muffler is going to be- -55/160 -BE3 -120AC -118 main I agree with this main stack but I'd keep the 50/120 pilot

whodatschrome UTC details parallelogramerist Joined: UTC Posts: 6154
whodatschrome parallelogramerist Joined: UTC Posts: 6154	UTC quote Jack221 wrote: I agree with this main stack but I'd keep the 50/120 pilot What does the 50/120 do different/better for a stock 200?

Jack221 UTC details Jet Eye Master PX221 MHR heavily tuned, PX200 O tuned, PX181 M1XL tuned, PX166 tuned a quite bit and some motorbikes Joined: UTC Posts: 5301 Location: London UK
Jack221 Jet Eye Master PX221 MHR heavily tuned, PX200 O tuned, PX181 M1XL tuned, PX166 tuned a quite bit and some motorbikes Joined: UTC Posts: 5301 Location: London UK	UTC quote whodatschrome wrote: What does the 50/120 do different/better for a stock 200? 52/140 is a common upgrade for 55/160 but the German spec is a 50/120 for their stock 200s. Works better in traffic and more efficient. Also less spooge.

whodatschrome UTC details parallelogramerist Joined: UTC Posts: 6154
whodatschrome parallelogramerist Joined: UTC Posts: 6154	UTC quote Jack221 wrote: 52/140 is a common upgrade for 55/160 but the German spec is a 50/120 for their stock 200s. Works better in traffic and more efficient. Also less spooge. So does that mean the 50/120 is better for lower speeds, while the 55/160 is better for flat out sustained highway cruising?

Jack221 UTC details Jet Eye Master PX221 MHR heavily tuned, PX200 O tuned, PX181 M1XL tuned, PX166 tuned a quite bit and some motorbikes Joined: UTC Posts: 5301 Location: London UK
Jack221 Jet Eye Master PX221 MHR heavily tuned, PX200 O tuned, PX181 M1XL tuned, PX166 tuned a quite bit and some motorbikes Joined: UTC Posts: 5301 Location: London UK	UTC quote whodatschrome wrote: So does that mean the 50/120 is better for lower speeds, while the 55/160 is better for flat out sustained highway cruising? Using the richer 50/120 it ends up better all round. With the usual SI carb simplicity this also means the main jet requirement is smaller. Rejet one of your many 200s and see how it goes. Positive

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